Ternal-combustion engine.



J. A. SCDTT.

INTERNAL GOMBUSTION ENGINE.

AYPLIOATION FILED 0CT.8, 1904. BENBWED JULY 24, 1909` Patented May 2, 1911.

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991,029, PanentedMayz, 1911.

` wmf-nemen J. A. SCOTT. INTERNAL COMBUSTION ENGINE.

APPLIUATION rILnn 0015s, 1904. nmmwnn JULY' 24, 190e.

` 991,029. Patented May2,1911`.

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IUNITED sTATEs PATENT oEFioE.

JOSEPH ALVAH seoTT, or NEW YORK, N. Y., AssIGNoR To SCOTT ENGINE AND CONSTRUCTION COMPANY.

Specicatiouof Letters, Patent.

.Patented May 2, '1911...

Application tiled October 8, 1904, Serial No. 227,680. Renewed July 24, 1909. Serial No. 509,414.8.v 1 I To all. whom 'it may concern:

Be it known that I,'.Jos1irH ALvAH'SooT'r, a citizen of. the UnitedStates, residing in New York city, New York, have invented certain new `and useful Improvements in Internal-Combustibn Engines, of which the `following is a specification.

This invention relates to the general class of internal combustion or explosion engines,

wherein an explosive chargeis compressed and Vthen ignited, whereupon 1t acts' dlrectly on the piston to drive it to the outer end of the cylinder. The engines of this class are single-actingithe piston being returned to the inner end of the cylinder by means other than the direct impact of an explosion.

In ordern-to make clear the peculiar cycle i .of the engine of this 4rnpiialieation, it may be proper 'to state that in the ordinary four c vcle internal combustion engine the ignited el1u'rge,fb v explosion, drives the piston to the outer end of the cylindergthe plston then returns and eXpels the products of the explosion thus' 4.completingone revolution)v then moves again to the outer end of the cylinder, thus drawing in a freshexplosive charge, and finally moves back to, the inner en d of the cylinder .and compresses the'exlosive charge preliminary to its ignition. hns the lcrank makes two revolutions be- In the engine embodying the present in-v i Vvolition both ends of the cylinder are closed,

butthe engine is single acting. When the r'charge is ignited t-he piston is driven to the fehargeof air incarcerated in that end of the Q-'cylinderjand this it compresses and forces4 outthrough valve-controlled outlets tofand through a carbureter, Vwhen the compressed -airreceives thenecessary hydrocarbon-"or Vother combustible gas or vapor'to. form an explosive. charge. The piston then `returns to the inner end of the cylinder,expelling` f-thegas'esor productsfot the explosion. The compressed ca rbureted 'charge is admitted to the-inner end ofthe c linder at the moment the are expelle and as the piston is labmittojstert on its return stroke. andis; ignited.v thus driving the -pistonroutward again.- lIt-` will seen thntth-f-Ioharge is `fully compressed oni' the outstroke, and that there lis'an 'explosion g'tf' each outstroke' of the piston'. The exhaust-ofthe products of not limited to these features.

'the explosion is eii'ected at each instroke of the piston. It will benoted also that tl charge is admitted to the combustlon cl1a1nber under full compression. the degree of compression and the quantity 'of the combustible mixed therewith being controllable. In this manner the full charge for lthe explosionis provided each'time without waste, and while the present engine is in substance a two-cycle engine, it is free from defective exhaust and supply of combustible.

mixture.`

The means for effecting the operations recited above constitute novel features -of theinvention, and other novel features reside in the starting meanspthe means for carburetmg the charge of. air underpressure,

and other minor featureswhicli will beheren inafter described. Y

As shownin the accompanying drawings'. whichillustrate un -em'bodim'ent'of the invention, two pairs oflikel engines Vare represented with their piston-rods coupled respect-ively'to cranks in a common shaft, the

outer -ends of the cylinders 4being presented downward. But obviously the invention is In the drawingsgure l is aside eleva- ,tion of the group of four engines, parts. at

the left being in vertical section, and othery parts broken away to better disclosev the construction. Fig. 2 is a plan with parts in horizontal section. Fig. 3 is substantially an elevation ofthe side or end, seen at the right in Eigs. 1 and 2. This View is on a larger scale tha-n Figs. 1 and Fig. 4t. is a transverse verticalsection taken at line a" of Fig. 2 and, drawn to the same scale asFig. 3.

VThe plane of the section is substantially in l i dicated by lin Ain'Figm 2. Fig 5 is a vertical sectionall view of one of tlul engines showing the valves and internal construction. f Fig. 6 is a somewhat diagrammatic view 'illustrating the earbureting devices or means. -Figs 7 and 8 are views illustrating the reyer'sing mechanism. Fig. 7 is a side elevation. Fig. 8 is Aeplan.` Fig. 9 is a` diagram- @natie .view of the electrical igniting devices. v10' includes a side View and end views @of the shaftsof the-camoperating levers.

vIn the-general views, F designates a strong frame, in which is rotatively mounted, he- 1ow,.a shaft S, `having in 'it four cranks.y

and above, four. upright engines E, the piel h tons of which are coupled, respectively, to

supplementary said cranks through their rods in a knownv way. It may be explained that the engines are grouped in. pairs, one at the left and the other at the rightin the general views; that thc engines o't a pair have their` cranks disposed opposit'ely, and the cranks of one pair are disposed at right angles to those of the other pair.

The more detailed description of the engine, its valves, and otherl adjacent parts, may he best understood by reference. mainly to Fig. 5. ln this figure, 1 designates the cylinder; l its jacket; 3 its piston, and 4t its piston-rod. The outer end of the cylinder is closed by a head 5, through which the piston-rod plays, being made tight by suitable means at G. The air to be com ressed in the chamber a at, the outer end o the cylinder, enters at an inlet 7, controlled by a valve 8, held closed by a. spring S); and after com- ].iression the air flows out to a conduit 10, the flow beingcontrolled by the valve 11, held closed' by springr rlfhe conduit l0 is best seen in Fig. and the compressed air flows through this conduit to a carbureting device (which will be hereinafter described)` from which the'carbureted air or explosive mixture Hows through a conduit 13,'to an inletchamber 14, (seen also in Fig. 5). From this inlet-chamber the mixture may llow to a combustion lchamber 15, through an inlet controlled by a non-return valve 16, held to its seat by a spring 17. The functions of this supplementary chamber 15 will 'be hereinafterexplained. The chamber 15 communicates with an intermediate chamber 18, from which the mixture may flow through an inlet controlled bya valve 19, into the main combustion chamber Q0 open to the inner end .of the cylinder. The exhaust outlet 21, of the engine. is'controlled by a valve 22. held to its seat by a spring The valves S, 19 and QQ'are opened positively bv cams as will be described. and the valves 11 and 16l are in the natureof checkvalves or non-return valves. Between the valve 11 and the carbureter (Figi G) there is a non-return valve Qfin the conduit. 10,.whieh is provided at its back with a screw Q5, so that it may be closed or its opening be regulated'iii order that Ait may serve as a throttle. This valve prevents a blow-back, an'd also prevents the compressed air from the, cylinder from mixing with the. combustible vapor or gases except as provided. lt 'may be stated here that Q6 is the main igniter and 2T the supplementalr vV igniter; these. beingl both electrical'sparking devices of a known kind. The supplementary combustion chamber 15 will ordinarily be filled with the explosive mixture under pressure, .and on startin;l the engine the supplementary igniter 27 ign'ites this mixture. The ignited explosive mixture-expands intothe main combustion -con i cal diaphragm chamber and the upper end of the cylinder, opening and passing the valve 19,.,and by acting on the piston, sets the engine inmotion. After being set in motion, mentar igniter is switched out andthe engine a terward operates in the usual Way,

the ignition being effected in the main com-4 bustion"`chamber 20 by the igniter "26. It-

shouldbe explained that the valve 19'is a balanced valve, having on its stern 28 a pis.- ton 29, of or about valve and playing 1n a cylindrical chamber 30, above the chamber or conduit throughY which the explosive mixture iows to the valve 19. Thischamber 30 is-connected by a small pipe 31 with' the which it is supplied with compressed air. pipe 31 is shown somewhat diagrammatically, in Fig. 6, but it will be understood that the means and manner ofmaking this connection are not important. The pressure of the explosive mixture in the supplementary chamber 15 tends, of course, to open-v the valve 19, and this tendency is counteracted b v the pressure on the piston 29 by the compressed air in the chamber 30, as well as by any pressure in the combustion chamber 20. This pressure in the chalnber 30 will ordinarily be slightly greater than the pressure of the explosive mixture tending to open the valve, and hence it obviates the liability of the valve being opened by the suction o the exhaust. When, however, there is an explo'- sion in the' chamber 1 5, the pressure isV so excessive as to readily open the valve and permit the gases from the explosion to. pass to the cylinder.

The

the suppleconduit 10, throughl the same diameter as the The carbureter'shown in Fig. 6 comprises a tight, closed reservoir or holder 32, supplied with a volatile combustible liquid by any suitable form of pump P, through a pipe p. and is provided with a float-valve 33 to limit the rise ot lthe-liquid therein.' This holder has an outlet nozzle 34, the tip of which is directed upward and terminates t about the high level of theliquid in the holder. This discharge nozzle is disposed in the contracted part of an injector-chamber 33. connected at its top with the. conduit 13. The compressed air conduit 10 is connected with the lower part of the chamberl h v a branch vpipe l0 and as the air rushes upward about the nozzle 34, the volatile combustible liquid is drawn out Ain spray or vapor Jfrom the latter and mixes with the air. To facilitate the mixing. a foraminous,

ber above the nozzle 34. In order to facilitate variation in the proportions of the two ingredients in the mixture of air and com-v 36 is fixed in the chamunison. by a connectingerod 38 and lever 39; The dampers are so set that when one is full open the other will be closed` The branch ,10b supplies pure air to the .conduit 13, and

through it, and .the dampers, 'the proportion of air lin the mixture may be regulated with sufficient exactness, or nicety. `As the air is under pressure in the injectorfcham` ber 35, it is important that the reservoir 32 shallbe connected at its top with the compressed air supply, and this is effected by a pipe 40, seen 1n Fig. 6. This balances or equalizes the pressure' in the carbureting device. The pump P may be of any` kind; indeed it is notl important to this invention h'oW the vessel or reservoir 32 is supplied.

' i' The electrical igniting devices Will be understoodl from the diagram in. Fig. 9. In Athis viei'v, G designates a generator; A an accumulator or storage battery;A M a magnet for automatically cutting out the accumulator, and disposed in the generator circuit; M1 a magnetfor automatically cut- Iting out the supplementary igniters 27 When the generator is set in motion b v the starting oli' the engi-ne; Q6 are the .main igniters;

0 1 is the rotating controller which completes the circuit successively through the igniters of the four engines, and S1 is the switch-de- Vice as a whole. The circuits will be traced:

there-31; generator G is running (and this will be onlv when the engme 1s running) 'the current .flows from the brush b, by Wires Waand W,'tp and through magnet DI, and

'ithence baclrto the other brush b1. The magnet M being excited attracts its armature a, thus lputting the metal armature lever c* into contact Witha terminal z. A branch of the circuit flows by Wire c1 to' and through the magnet, M1. thence to the Wire Tl and thence back by Y and c tothe other brush b1 of the generator. The magnet M1 being thus excited. attracts its armature (L1, and through a rod r, coupled to its armature leveinx". shifts the switch-arms s over from the contact terminals c1. belonging /to the supplement'alj-v igniters Q7. to the terminals e of the main ignitcrs QG. Another branch oi the current liou's from brush 7) of the gen erator to the terminal thence to the arma7 ture lever fr". and thence by Wiresc?. to the` several suitclrarms s; thence by Wires c3 to the several main igniters 26. thei'ice,V by wires c1.' to the respective segments of con trol ler C1. and thence by Wires 05. lV. and c, back to the brush 711i lVhen the engine, or engines. stop running.,the generator G also stops. The magnets M and M1 cease to beexcited, and the springs s* of the respective armature levers retract the latter. Thus the igniting circuit is broken at t. and closed .to the accumulator A, through the terminal l l i l l i l n of the controller C1 by Wires ai", to the igniters 27, and Wires c1 from the lattergto `the controllers. `The current may ilow from one pole of th accumulator by -Wire c8,lever a",

and'vvires 0 to the svvitch-arms s, and thence to the igniters 27 and the controller, as eX plained. From the controller it iiows by Wires c and W bach tothe other pole of the accumulator. Consequently, when the engine is tov be started up, the supplementary igniters will be supplied from the accumulator until the engines are in motion and the i generator provides a current; then theV accumulator and supplementary `igniters willv be switched out automatically. The switch-- shifting magnet M1 is, of course, only a means of automatically operating the switch,

and this maybe done by hand through a knob 1 on the rod r. The other magnet might also ble-dispensed with and the accumulator be switched in and out by hand.

It has been stated that some of the valves ofthe engineare operated by-cams, and this feature will now be described briefly, pre- Vmising that the mechanism hereinenmloyed for driving the cam-shafts has no special novel features, and any suitable mechanism may be amplcyed for the purpose.v It may 1 part of the present invention` and is en'rbodied in a divisional application, Ser. No. 243,335. part of an operative structure but any other form of valve-operating and reversing means may be employed in its stead. m Referring' to Fig. 3, 4-1 is an upright shaft. driven from the main shaft S Vthrough ordi. nary spiral gears 42. Mounted rotatively in suitable bearings on the frame, and one above the other, are two cam-shafts, 43 and ai. The upper `one 43,` of these shafts is driven from the upright shaft 4 1 by ordinary spiral gears,`inclosed in housings, and Y the shaft. 43 drives the shaftl #lll by spur gears, also housed.` The-speed of the shafts 43 and 44 is the same as that of the main `engine shaft.

Referring to Figs. 7 and 8 which shouf the cams best; on the Vupper, shaft 43: are, the Cain etfwhich opens the exhaust-valve 2Q, and the cam 4.6, Whichjopens thefhalance valve 19. which admits the explosive charge 4 to the cylinder. the cam 7, which opens theair inlet-valve u. It need onlybe said ofthese cams that It is 4shown herein as forming Va i 0n the lower shat'tis lixed desired lengthcf time.v vEach cam 45, 46'k and 47 is-made double,as shown in Figs.

and S, for thepurpose of reversing, and this is effected by the meansA best shown in these iguresl/ Ther cams, as before stated, are fixed on their respective shafts, and the` nia cam-shafts are mounted slidably longitudinally in their bearingsf the gears on the 'shafts for driving thembeing splinedso l that the shafts mayplay through them@ On the end vof each shaft is afloojsely collared ringf48, coupledv by links 49 tothe shorter arm of'a reversing. elbow-lever 50, for the upper camfshaft, and of a similar lever 5l', ,for the lower cam-shaft. The cams are doubleaandby shifting them either endportion may` be brough'tto act on the valve through the intermediateJ mechanism. 'O12 if moved that the middle portion ofthe cam is at lthe Working point, the valves will not be loperatedZ and the engine will stop.

For example, re'specting the cams 45 and 46,

as seen in^F1g 8'; the parts o operate the valves for going ahead; the parts 'v1 Voperate the valves when the engine is reversed, and the part m, at themiddle, is so cut away that when it is brought to thev operating point the cam is 'inert- The ca1n47, on the shaft 44, is mounted on' a separate shaft in order that it may have or perform another function in 'addition to that of operating the air inlet-valve Stor running ahead or backward. It is 'c esirable to construct this cam `so that it will allow the air inlet-valve to close at diflerentpoints in the stroke of the piston, inf'whichever direction" the engine may be ruiming. Hence thecam has ('in addition to the two operative portions c, el, and the inoperative or inert middle portion the operative portionmade up of a plurality-of sections u, so setas to become inactive successively at different 'points in the A revolution of the cam-shaft, thus acting to open the valve' at-A the same point in the stroke but to hold it open for different pei riods of time, thereby enabling the engineer to control the amount of air held in Athe outer end of the cylinder for compression. The cam may have, and preferably will have, at w in Fig.7, an enlargement of the section of the cam which is operative when the engine is going ahead at full speed; this enlargement opens the airinlet-valve to a greater extent than the other lsections.' The reversinglevers play in theusuahg'uides 52, and have the usual locking devices for holding them in the positions set. f The upper lever h5() is set in one of three positions, but the lower lever 5,1 may be set to put either Vof the sections u otcain 4T, into the proper position to actuate the val-ve. The reversing lever 50'is coupled loosely to the lever 51 in such a manner that when the engine is reversed through the lever 50, the cam 47 will also be reversed, but play will be allowed for shifting the cam 47 independently for regulating the speed. This coupling de- 'vice for operatively connecting the levers 50 and 51 maybe of any kind, but that shown in Fig. 10 will suffice and this will now be described. The lever 50 is secured 4 will usuallv be employed.

to a journal 50, which isprolonged to form the shaft' 54. The vlever 51 is secured to a journal 51, alined Vwiththe journal 50a. These journals have bearings inthe framev 452. On the end of the journal"50is a pin 50h, which lengages a recessv or'wayj'51j".V formed theupper end of the. journal 51.;-

The` pin couples the two journals together but allowsV -af movement of the lever 51 which is independent yof the lever 50.V Bye this construction the speed-regulating camV 47 'will always be automaticallyplaced with.` the part w thereof at the operative position when the engine is reversed in either direc" tio'n, no matter what may be the speed of the engine when the' reversing lever 1s shift ed, leaving the after regulation ofthe cam 47 to be effected by the lever 51. This illterlocking of the levers prevents any "error in adjusting the speed-controllingcams by permitting the speed-regulating lever 5l to shift the cams 47 in the "proper direction only, in whichever direction the engine may' be running.

, The controller Ci, which is shownsome-m what` diagrammatically in Fig. 9, is inclo'sed in a casing 53, its conta arm being carried. by the upright shaft 4l. In reversing, the contacts are shifted bya switch in the cas'- ing This switchis actuated by means l seen best, perhaps, in Fig. 7. The fulcruln-'f point y of the-lever 50 carries an u `right shaft 54, on the vupper end of whic is a crank 55, which is connect-ed byl a link 56` with' a crank-arm 57. This arm 57 isxed on a short shaft.' which extendsmp into the casing and carries the switch arm. Obviously whenever the reversing lever is'. operated this switch-arm will be shiftedl VAs such a controller and switch for reversing is an electrical construction within the knowledge of any electrical engineer, 1t will 'only be necessary to say,.with especial reference to Fig. 9, that the controller C1 has two sets of contacts z', one set being put in the igniting circuit with the wires c* and c" when going ahead, andthe other when the engine is reversed. This is effected by the switch controlled bythe reversing lever. The contact-arm y' of the controller plays over both sets bf contacts. It there is but one engine there will be but two of these. contacts-in the controller, one for operating when going ahead and one for operating when the engine is reversed.

ltwill be understood that any suitable combustible and vaporizable fluid 0r gas may be used for mixing with the compressed air to produce an explosive charge;4 and the terms carbureter and carburet-ing'as herein employed are notintended to limit, to the -use ofa volatile hydrocarbon for mixing with the air although such a hydrocarbon Of course gas, alcohol, and thelike may be employed. It

will also be understoodthat the air compressed at cach stroke in the cylinder beloW the piston, is fully compressed, and the charge formed thereof@` is not aftervard further compressed. Also, this fully compressed iair is carbureted on its Way to the combustion chamber ci?, the engine.

i In Fig. 6 a throttle valve T is shown inthe pipe 13 for the purpose of cutting' olithe supply of the explosive mixture to the enme. f v

In order that the terme outer`end and inner end7 as herein applied to the cylinder of the cylinders, may be clearly under stood, it will be proper to explain that by Outer end l ismeaht that end of the cylin der Which as herein shown, is presented to Ward the crank; and by inner end is meant the 'end farthesti'rom the crank, with which the combustion chamber is connected; In the present construction, Where thev en gines are upright or vertical, the outer ends f the cylinders are the lower ends, and the pistons on their Ward the cranks.

Having thus described my invention, I' claimW Y 1. An internal combustion engine, having a combustion chamber atone side of the pis` ton, a closed air-compressing chamber atthe other side of `the piston, wherein air is fully compressed by tlie'piston, an air-admission galve Which opens inwardly, means actuated y toru holding the same open, as desired, during some part of the compressing stroke of 'the piston, -a carbureter, a conduit connecting said carburetcr With saidA compressing chamber, and a conduit connecting saidcari bureter With the combustion chamber of the engine. y c

2. An internal'combustion engine, having a combustion chamber at one side of the pis t0n, Ia closed'ai compressing chamber at the other 'side of the pie' 'wherein air 1s fully compressedby the pi. cn, an air-admission valve which opens inwardly, means actuated by the engine for opening said valve and for holding the same open, as desired, during some part of the compressing stroke of the pist-on, a conduit which leads the compressed lair to the combustion chamber of thc'engine,

a valve at the engine controlling the flow of air from the cylinder to said conduit, said valve opening outwardly, a spring behind said valve to hold it closed, means for carbureting the compressed airon its Way to a combustion chamber of the engine, a valve controlling the admission of the carbureted charge to the said chamber, and means for igniting the charge in said chamber.

3. An internal combustion engine, having 'a combustion chamber at one side/of the piston, a closed air-compressing chamber at the Vother side of. the piston, wherein air is fully cutStrOkeS, move tothe engine for openingsaid valve, and" compressed by the piston, an air-admission puppet-valve 8, opening inwardly,a spring 9 on lthe stem of said valve for closing it, mechanism actuated by 'they yengine and' adapted for opening and'holdingopen said valve during a variable portion of the compressing stroke of the piston ,iny order to regulater the volumeof `air compressed, a

in yeach of said combustion chambers, and

automatic means for'switching the supply of -electric energy from one of saidigniters to the other, as predetermined;4

5. .An internal. combustion'engme, having a supplementalv combustion chamber, means for supplying t creto the explosive inifrture,`

electrical means: for igniting the charge in thesaid supplementary chamber, a main combustion chamber open to the engine cyl' inderha valve controlling the passage"con,- necting one combustion chamber with the other, said vvalve opening to the main'fcom'- bustion chamber, automatic means for open-V ingsaid valves at proper times, electrical means for igniting the' charge in the main combustion chamber, yautomatic electrical 7 means-for switching out the igniting means for the main combustion chamber when the engine stops and switching in the igniting means for the supplementary combustion chamber, and'automatic electrical means for switching in 'a separate sourcel of electrical vsupply for igniting when the'engine'stcps.

6. An internalcombustion engine, having` a supplementary combustion chamber 15a main combustion'chamber 20, an intermediate chamber'lS connected by'apassage with chamber 15, a piston-chamber '30 above the Y chamber 18, a balance piston 29 in the latter chamber, a stemmed vvalve 19 Vbetween the chambers 18 and 20, and controlling the flow o." ases from the former tothe latter, the

balance piston 29 being fixed .benfthe stem of the valve 19, means for admittin com# pressed air' to the chamber' 30 un er 'the `pistonf to ,balance the'valve' 19,. electrical 1gnite1s,`onc in each Acombustion chamber, means fornsupplymg electric energy to'said 1 igniters, means for automatically switching) the supply from the'saidigniters alternately in a predetermined manner, and means for supplying a compressed explosive charge to thechamber l5.

7. Ari internal combustion means for compressing air in 'its' cylinder on the outstroke, means for regulating the amount of air left in the outer end of the cylinder at each-revolution', for compressing,

meansv forcarbureting the compressed air,

-air-inlet to said chamber, regulable means means .for carrying the carbureted air to a combustion chamber of` the' engine, and means for igniting the same.

8. An internal combustion engine, having a cylinder with a closed chamber at its outer end in which air is compressed at each outstroke of the piston, a valve controlling the actuated by the. engine for opening said valve, an outlet conduit for carrying away the compressed air, a non-return valve controlling rthe said outlet conduit, means for carbureting the compressed air, a non-return valve controlling the compressed air-conduit 'sure chamber.

and provided with a screw to close the valve and hold it closed when desired, means for supplyingthe compressed explosive mixture to a combustion-chamber of the engine, and

y means for igniting it in said chamber.

9. yThe combination with an explosive engine, of a charge holding chamber and a pressure chamber, a valve controlling communication between the charge holding chamber and the engine and'havlng a piston in the pressure chamber, means for delivering charges to the charge holding chamber, and a conduit delivering fluid under pressurefrorr. the delivering means to the pres- 1O.V'Iv`he combination with an explosive engine having an explosion chamber and an air compressor, of a'charge holding chamber communicating with the explosion chamber, a pressurev chamber associated with the ycharge holding chamber, a carbureter connected to the charge holding chamber, ,an air pipe for delivering air from the compresser' to the carbureter, a valve controlling the communication between the charge holding chamber and the explosion chamber and having a piston/,operating in the pressure engine, having chamber, and means for conducting air from the air pipe to the compressor chamber.

11. The combination With an explosive engine having an internal explosion chamber, of means for feeding charges tothe eX- plosion chamber including a charge holding chamber, and means for exploding an engine starting charge in the charge holding chamber and for exploding charges successively thereafter in the explosion chamber.'

12. The combination with an explosive p engine having an internal explosion chamber, of means for feeding chargesto the eX- plosion chamber, including a charge holding chamber, a valve cont-rolling the communication between the charge holding and eXplosion chambers, means for exploding an engine starting charge in the charge holding' chamber, and for exploding charges successively in the explosion chamber after the engine is started, said valve being automatically opened by the explosion ot' an engine starting charge, and means operated by the engine :tor periodically operating the valve.

13. Thecombination with an enginer comprising a cylinder and a piston operating therein, s/aid piston forming air-explosion chamber' on one side and anair compressor on the other side, a. charge holdingchamber communicating with the explosion chamber, A

a conduit connecting. the air compressor chamber with the charge holding chamber,

means vfor `exploding charges either in the charge holding chamber or `in the explosion chamber, a valve controlling the communication between the charge holding and explosion chamber', said valve being lautomatically 'opened by the explosion of charges in the charge holding chamber, and means operated by the engine vfor periodically opening the valve.

In witness whereof I have hereunto signedmy name this 28th day of September, 1904,

in the presence of two subscribing witnesses. Y y JOSEPH ALviiH scoTT.

Witnesses:

HENRY CONNETT, WILLIAM J. FIRTH. 

